OFO Bitumen Tank Wagons

 For some time I have been researching how I could add tank wagons to my operations. One of my operations systems is to marshal a train with various destinations, you making up a train into destination blocks and then place the blocks of wagons in station order. Tank wagons could be adapted to this system without too much effort. The other system is to work a train to a smaller station (the other station on the layout) and shunt the yard. Wagons on the train are placed in various locations and some wagons in the yard are added to the train before leaving for the next station. http://westgateswr.blogspot.com/2019/12/prototype-operations-for-small-layout.html

Tank wagons in large are loaded at a coastal port terminal location and then sent to country depots in principal towns. Once unloaded the wagons were returned to the same coastal terminal.

Shell Terminal Pinkenba

The unloading process at country depots can vary so what, most have a set location. Many are private siding within a depot compound.   

  

BP. Depot Charleville.

Others are departmental siding near the depot, the tank wagon discharge their load into pipes beside the track. 

Caltex Bundaberg.

This departmental siding at Charleville had unloading points for Ampol, Mobil and Golden Fleece. The Ampol depot was adjacent to the track, Mobil Depot was over the road in the next block about 100 metres away. The Golden Fleece depot was located in the far left hand corner of the block over the road some 200 metres away.  Just think of the local shunters, they would need to cut them out of the train, most likely they would be in various parts of the train given they had come from three separate loading locations.  Set then up in the correct order for each set of discharging pipes before heading off to the siding for placement. 

 

This OB Shell tanker at Charleville is placed beside a manhole pit and connects to pipes running underground to the local depot in the next block out of view from the station. The siding beyond the unloading point was used to load wool from a side loading bank. Something like this would be very easy to set up on the layout. 

For me all of the above was out of the question, the station size was much smaller and if the layout was altered for this type of traffic, it would not be available of other types of traffic. Thus, reducing what I could do at the station. Digging around a bit more, the penny dropped, what about bitumen wagons. In the mid 1960’s a number of companies had tank wagons conveying bitumen for road works, many country roads were still dirt and the push was on to have sealed roads. All that was required to discharge the wagon was a siding with vehicle access. This was something that was available in most station yards and used by various consignee/consignors to load and unload their goods. The bitumen spray truck would park beside the wagon and the bitumen was decanted from the wagon into the truck, no special arrangement need. 

Looking at the various bitumen wagons operating on the network, Emoleum wagons had company markings and were chosen to fit the bill. The company had a small fleet of 10 wagons, two were 48 ton gross, the rest being 36 ton gross purchased from Vacuum Oil Co later know as Mobil.     

OFY Class Wagons. P 250  Emoleum Australia Ltd   New Farm           

No.	RICS (1984)	Year Built	Tank Length	Tank Dia (inside)	Gross	Capacity	Bogie Centre	Bogies
1 - 2	44118 - 9	1962	38’ 1”	6’ 6”	48 T	25,000 L	33’ 0”	QR 11
		ComEng

The two wagon carried Company employee names J.G. Ryrie and D.I. Ferber.

OFY 1 Newstead 

These two wagons were the big boys of the fleet and were restricted to 15 ton axle load lines. 

Room being an issued on the layout I chose the smaller wagons to model that could travel on all lines. These wagons were purchased from Vacuum Oil Company between 1962 and 1966 and retained their original numbers in the new classification of OF.  Numbers 32, 34, 35, and 59 were built by Tulloch Ltd, these wagons had a “C” channel steel underframe. Numbers 38, 43, 44, 45 were built by Evan Deakin and had a plain steel underframe. Some of these also carried employees names, # 34 – Perce Cooke, # 35 – A.J.Bremner, # 38 R.M. Exton, # 45 – J. Leo.

The wagons were purchased by Vacuum Oil between 1951 and 1953. All wagons has QR 4 bogies

Photo Ted Ward.

  OVO 59 Photo Ted Ward.

 Around 1962/63 the class was reclassified OVO or OFO if in the Emoleum fleet. Why, this is some what bit of a mystery, around the same time WHO and CO wagons were entering service, later the “O” on the end of the classification indicated a 15 ton axle load wagon, gross 60 tons for an 4 axle wagon. Some Shell OB wagon were changed to OBO and some Caltex OT wagons were changed to OTO. The common factor was all these wagons had a gross weight of 36 tons, whereas all the other 32 foot tank wagons had a gross weight of 32 tones. Plus they were all oil or bitumen wagons. 

Maybe the Goods and Livestock Rate Book holds the answer. A clause in the book states along the lines that 1½ ton overload was allowed on the 32 ton gross wagon, but not overload was allowed on the 36 ton gross wagons, maybe the reason behind the class change. All wagons reverted back to OF class around 1971/2. From 1984/5, all tank wagons on the QR were renumbered with individual numbers for the Rollingstock Information Control System (RICS). If modelling a period after the mid 1980’s the Dangerous Goods code came in, DG information panels were added to tank wagons carrying fuel etc. I’m aware of the class 9 panels on bitumen containers around 2000, but don’t recall panel on wagons including the containers on the PCBY wagons prior to this.  

Prior to the RICS classification, the tanks were fitted with outside insulation changing the shape on the ends.     

OF Class     Re-classified from “OFO” in 1971

No.	RICS (1984)	Year Built	Tank Length	Tank Dia (inside)	Gross	Capacity	Bogie Centre	Bogies
32	44120	1962	28’ 0½”	6’ 1½”	36 T	4,502 g	21’ 0”	QR 4
44 – 45	44125 – 26	1963	28’ 9½”	6’ 1½”	36 T	4,388 g	21’ 0”	QR 4
59	44127	1962	28’ 0½”	6’ 1½”	36 T	4,534 g	21’ 0”	QR 4

OF 34 Newstead 

No.	RICS	Year Built	Tank Length	Tank Dia (inside)	Gross	Capacity	Bogie Centre	Bogies
34 - 35	44121 - 22	1965	28’ 0½”	6’ 1½”	36 T	4,225 g	21’ 0”	QR 4
38, 43	44123/24	1965	28’ 9½”	6’ 1½”	36 T	4,290 g	21’ 0”	QR 4

 

OF 38 – R.M. Exton. Blackwater 1982.  Photo Ken Edge-Williams. AMRA Qld Library

OF 44123 R.M. Exton Pinkenba 1993. Photo Keith McDonald.  AMRA Qld Library

 Like most tanks wagons, many were modified in the early 1990’s

 OFY Class P 250 A 

RICS	Year Built	Tank Length	Tank Dia (inside)	Comps	Gross	Capacity	Bogie Centre		Bogies
44118 - 19	1993	11 510	1980	1	44 t	25 000l	8 990		QR 16

Underframes from QLX’s 32369 & 32688

  

Plan #	Class	Company	Year	Numbers
P 259	OF	Emoleum	1962/65	32 – 43 (44120 – 44127)
P 250	OFY	Emoleum	1962	1 – 2  (44118/9)
P 250 A	OFYTM		1993	44118/9 (QLX U/frame, M when buffers removed)

Nos 44118 – 44132 allowed. Renumbered 1984/5.  

Models. Also around this time, containers started conveying bitumen reducing the need for special wagons.

Over the years I used various materials for the tank. Most tanks on 32’ wagons running on the QR are 6’ 1½” inside diameter. For H0 I’m looking for something around just under 22 mm in diameter. Looking around in shops today, most PVC tube is 20 mm or 25 mm, that’s a bit of a bugger. I’m sure a few years back we could get something closer to the correct size. Of late I have been using 25 mm acrylic rod turning it down in the lathe to the correct size. This makes a heavy wagon with a centre of gravity higher than I would like. I like a wagon to have a bit of weight, most of my 32’ wagons around 50 grams. School is still out and I’m still looking for something a little lighter.  

A jig was made to assist in having the top and bottom square and for drilling square holes for mounting bogies.

Another jig has been made for aluminium angle to help with keeping walkway straight and in the right place. 

Again, I have made a jig for building up the underframe. I use the same jig for both brass and styrene frames.   

Brass bar and shim is purchased from North Yard in New Zealand.

OFO 34 has a “C” channel styrene underframe.

OFO 34 styrene underframe   76 grams

OFO 38 has a brass underframe as above in the jig. Total weight ended up 88 grams 

A few years back I was marked down in a contest because I didn’t have brake gear under the wagon. Most of my models are for operations and I only add detail that is visible when the wagon is on the track. This time around I did add the pull rods and foundation levers.  

Parts:-

Bogies (QR 4), Brake Cylinder, Buffers – Caintode Flats.

Handbrake Lever, underframe (OFO 38), Tank securing straps, 

Brass mini strip – North Yard NZ

Brass Rod for hand rails, brake pull rods, brake hose pipes, etched brass expanded mesh for walkways, - Keiran Ryan Models.

Walkway supports – Staples.

Brass Ladder – L & C Kits.

Turnbuckles – Tichy Train Group.

Couplings – Kadee 158 whisker. Draft boxes built into underframe during construction.

Gauges, Dome detail – Lace Pins from Spotlight.

Dome made from Evergreen Styrene tube and Acrylic rod turned in lathe for the top section.

Other details parts were formed from Evergreen styrene strip/rod.

Bogies and tank are mounted using 2 mm threaded screws – eBay.   

The wagons were painted with Mirotone Etch Primer Black (Gloss). Due to the poor finish I left on the tank after turning in the lathe, Testors Glosscote Lacquer was brush painted where the decals were to go in an effort to smooth up the tank sides. Decals were made by using “word” and were printed by Ted Freeman in Toowoomba.

To assist in placing decal square and on the same level as other wagons of the same class a tool was made up from a piece of acrylic sheet, as series of parallel lines were scribed on the sheet. I should have done this with different spacing between the lines.  

Decals were applied using Micro Set. Once dry, Micro Sol was applied to pull the decal into the surface. When dry the decals were sprayed with another coat of Glosscote to hind the decal film. Before weathering commenced, the wagons was sprayed with Testors Dullcote Lacquer.

For weathering Vallejo acrylic (water based) paints were applied with an airbrush. Model Air #71.139 US Field Drab, #71.133 Dirt, Game Air #72.762 Earth.

To mark the location to place/spot the wagons during operations session, a bitumen spray truck was made up using a Classic Metal Ford fuel tanker. The tank section was modified and repainted, an operator was added to give action to the scene. 

During operations the rail tanker is placed beside the road tanker for unloading.

I made the wagons as built and added decal as per the later insulated wagons, I could not establish how they were decal when transferred to Emoleum ownership before the insulation was added. 

Trust you find the information helpful.

Arthur H.  

Train 101

 Train 101 has been in the North Coast Line (NCL) for many decades. In the 1926 time table the train ran on Saturday evening from Roma Street to Gympie. In later years the train became a Monday to Friday train. 

In 1957 101 departed Roma Street  at 5:50 pm, steam hauled Monday, Tuesday, Wednesday and Thursday arriving in Gympie at 10:44 pm. Friday nights it was diesel hauled arriving in Gympie at 10:17pm. 1964 the arrangements were still much the same, departure time as 5:40 PM. Arrival in Gympie was 10:30 PM Mon – Thur and 10:15 on Friday evening diesel hauled.

 In 1968 Friday nights at Roma Street was full of action.

101 Gympie Pass departed at 5:50 PM.

111 Yandina Pass departed at 6:03 PM.

21A Rockhampton Pass departed at 7:30PM

445 Bundaberg Pass departed at 8:10 PM

241 Sunlander departed at 9:30 PM

 During school holidays there was also a relief Townsville Main 241A at 6:45 pm.

 Knowing the marshalling of a trains can give us modellers a prototype train.

The 1964 Working Time Table gives the marshalling of 445. This train ran Monday to Friday and returned as 422.

BLC Bundaberg (Mon – Fri).

BLC Bundaberg (Mon – Fri).

Baggage Car Gayndah – Monto Branch (Sun – Fri).    

Car 14. KCS Gayndah – Monto Branch (Mon., Wed., Fri.)

Car 19 & 20 JCS (10 first, 9 second) berths.

Car 18 AL 36 first seats.

Car 17 BL 56 second seats.

Car 16 BL 56 second seats if required.

Car 15 BL 56 second seats if required.

Van

Baggage Car Maryborough.  

 Leaving Roma Street Friday and Sundays 422 will have an AAS (Sunshine first sleeper) and a FBS (Sunshine second sleeper) instead of the JCS. 422 leaving Bundaberg Friday will be the same. The car numbers appear to be a continuation from the 21A the Rockhampton Mail.   

 Currently on the layout I have 101 from the 1973 NCL Working Time Table.

 The Time Table shows the following marshalling’s for 101. .

Monday to Thursday (Inclusive).

D.E.L.

BLC Urangan Road (Road wagons carried small consignments for various stations.- Goods).

BLC Isis Road

BLC Monto. (Eidsvold Tuesdays, Mundubbera Thursdays).

BLC Mulgildie Road (Mondays, Wednesdays)

BLC Eidsvold (Mondays, Wednesdays)

BLC Mundubbera (Mondays, Wednesdays)

BLC Gayndah

Baggage Car Gayndah – Monto (Eidsvold Tuesdays, Mundubbera Thursday. - Parcels).

BL Maryborough  (Second seats)

BL Maryborough (Second seats)

CL Maryborough (First & Second seats)

Mail Van Maryborough

Baggage Car Gympie

Baggage Car Kingaroy

CLV Kingaroy.

 

BLC’s can be any red diamond wagon, most likely QLX’s wagons were used.

Baggage Cars having just one destination or Branch roadside, 32 foot would of been used.  

 

101 Friday

D.E.L.

BLC Isis Road

BLC Monto

BLC Eidsvold

Baggage Car Gayndah – Monto

BL Monto

BL Maryborough

BL Maryborough

BL Maryborough

CL Maryborough

Mail Van Maryborough

Baggage Car Gympie

Mail Van Kingaroy.

In the above consists we see BLC Road Wagons and Baggage Cars going to the same destinations.

BLC Road Wagons contains Goods items loaded in the Roma Street Goods Yards. This is LCL type freight for various stations in one wagon. It’s consigned in accordance with the Goods & Livestock Rates By Laws.

Baggage Cars are parcels traffic loaded in the Parcel Shed at the Main Passenger Station at Roma Street. This is passenger train traffic and is consigned in accordance with the Coaching By-Laws. Generally items under 112 lbs, mainly items requiring a quicker transit.  At junction stations and far western centres, these parcels were often transferred to Guard’s van on connecting goods/mixed trains for delivery.

Incident:- At 6:30 pm on the 8^th of June 1970, Locomotive 1530 working Train 101 run into the van BUV 804 on Train 239 (Caboolture Suburban Service) at Narangba. Van BUV 804 was telescoped into BU 785 killing two passengers. Train 101 passed a signal at Red.    

 On my train I have used the following vehicles.

Train is being hauled by Black Diamond Models Class Leader 1450 class DEL.QLX wagons – Wuiske Models. These have been repainted and decaled and weathered to reflect as built.  

Monto Road Baggage Car - Scratched built back in 1988.

Sunshine Cars are a mix of Three Foot Six Models and Wuiske Models Kits.

MV Mail Van – Caintode Flats Kits.

Gympie and Kingaroy Baggage Cars - Scratch built.

Kingaroy CLV - Caintode Flats Kit. 

The train is featured in a YouTube video in various sectors of the journey.

 

Another smallish prototype train in reach of the QR modeller.

 Trust you enjoy a North Coast Line passenger train this time around.  

Steam Breakdown Crane

Back in December I reported on breakdown vans and wagons that were added to the layout. What I had built was what you would expect to find at a district locations like Roma, Warwick, Maryborough and similar stations around the state, locations where you would find a District Superintendent (DS) in charge. Divisional breakdown trains included a crane, these were located at Brisbane (SED), Toowoomba (SWD), Rockhampton (CD) and Townsville (ND). 

If a larger derailment occurred some distance from these locations, to reinstate services, rollingstock was just pulled to the side of the track, track repaired and trains started running again. Once things had settled down, a special recovery train with the divisional crane would make run and clean up the site and convey damage wagons back to the workshops. From time to time the cranes were used at district locations to assist with repairs and to pick up odd wagons left behind from smaller derailments. I also recall them being used to replace bridge girders.   

During Covid - 19 lockdown I was able to reduce the number of kits in the cupboard and completed a string of models, this left me short of detailing parts. Obtaining these parts is just about impossible in our local hobby shops. On most visits to hobby shops I would return home with just a couple of items on my shopping list. I found doing an on-line order with the manufacture has good results. Very few years I do an order for some of these parts with Tichy Train Group in the US. I have found them good to deal with, you place the order, they come back with postage cost and the complete order arrives within a few weeks without the need to leave home. I plan out what I need for future projects and carry a few spares items I use regularly, it helps to cut down the postage cost per pack. 

My last order came with a catalogue enclosed, it was much larger than my order. On the first page was their 120 ton Industrial Brownhoist steam wrecking crane. 

QR had a 15 ton steam crane, I recall seeing it working around the back of the Ipswich Workshops in the late 1960’s pulling condemned wagons apart. There was always going to be a difference between the two given the size differences. Digging out a photo I had taken of the crane working at Ipswich I found the jib and the mechanism were somewhat similar. 

Sizing up the Tichy Brownhoist crane using the bogies, as a known size. The overall size of the jib and mechanism looked as a possible kit bashed project. Passing the catalogue around it didn’t take long before a mate indicated he was going to order for some parts. The crane was added to his order, a few weeks later the kit arrived containing some 200 parts for $ 50.00. If the kit was unsuitable for a QR crane, I could use it for the standard gauge network part of the layout. Often, many US companies offer discounts around special times of the year, Thanksgiving etc. It’s worth subscribing to their newsletters to know when they are offered.             

The photo didn’t show much detail for the wagon frame that carried the crane. After some research I was able to find a Keith McDonald side elevation drawing showing the bogie arrangements, a six and four wheeled bogie and some basic measurements. The drawing didn’t have an end elevation diagram. With the information I was able to collect, I only had details for one side only.  

Cutting the jib back to the second hook, it was close to the mark. The crane drive mechanism,

as expected was a little high and longer than the plan. I was able to reduce the height by fitting  a scratch built cab and bring it within the rollingstock gauge. The length I reduced where I could without chopping into the mechanism and accepted that it was a little longer than the plan. I feel capturing the main features makes it look the part.     

A new cab was made from styrene using the above photo as a guide. The boiler in the kit was incorporated into the cab. 

The wagon frame to carry the crane was scratch built from styrene. The frame was made similar to most other wagons I have built for the layout. Slaters checker plate sheet being used for the floor. Coupling draft boxes were built into the underframe floor to take Kadee # 158 couplings. The bogies appeared to be plate side frame arrangement, nothing commercial was available. The bogies were scratch built using 40 thou sheet styrene for strength. The side frame plates were drilled (2 mm) to take Steam Era derin bearings using a steel ruler to ensure all wheels would be level.  Small amount of side play was allowed in the centre axle when fitting the bearings. A jig was made to assemble the wheels into the side frames. Detail including the axle boxes and springs were added to complete the bogie.

The leading end of the six (6) wheeled bogie was made the pivot to reduce the swing of the crane jib. On the layout the jib needs to stay within the profile of the match wagon. 

The next issue was the match/cover wagon for the crane jib when in traffic on a train. By accident looking through a few photos I found a photo of the crane with the match wagon attached, only part of the match wagon was shown. The wagon was not in a good condition, the class/number was not visible, and some modifications had been added. It could of been one of a few different classes. Looking in other files I found a photo of the match wagon showing the class and number. It was a modified 26’ “P” wagon. Having no spare bogies in the cupboard and not being available at the time, a “P” wagon was taken from the layout fleet to make the match wagon.     

Edging was added around the sides and end, a jib support frame and tool box were made and some equipment was added to the floor, jacks, chains, cable and packing timbers to complete the wagon. 

The crane is mounted to the wagon frame with locating pins. The jib was fixed to sit up clear of the support frame on the match wagon to reduce the chance of derailments. Likewise, the hook was fixed to clear the floor. 

The prototype is stored in the ARHS Rosewood Museum. I was hoping to make a visit to the site and maybe take a few photos and learn more about the crane, wet weather, lockdowns, restrictions and more wet weather has placed the visit on hold for the time being. To find out more information about the crane I went to Mr Google. I found a site “Surviving Railway Cranes in Australia” which showed some interest information. 

Number 431, built by Ransomes & Rapier (B7114) of Ipswich in the UK in1914. The site showed the 16 Ton Krupp-Ardelt were built in 1967.  This information highlights the steam crane was the only ”all lines” crane on the network until the arrival of the Krupp cranes. The 40 ton Cowan, Sheldon & Co cranes were built in 1961.   

I like the look of the Krupp Cranes, there is still a couple of them around. One at the Rosewood Museum and the other is with Southern Downs Railway at Warwick. The rollingstock blue book has a small plan of the crane. I would still like to have one on the layout one day.  

At the start I referred to recovery trains working through the division at times, I put on my thinking cap and made one up for the layout. 

Not being a huge train, a 1500/1170 DEL was rostered for the job. The crane and match wagon was placed on the lead for the crew keep an eye on it during travel. 

Behind the crane I added a open wagon covered with a tarp. This wagon carried material to keep the crane operational for the trip, lighting up wood, coal (may be wood was used to keep steam ??), lubricating oils and other items needed for the crane. The next group of wagons were platform and open wagons to convey the damage rollingstock recovered from the side of the track. An “F” has been recovered and placed on an “S” wagon.   

The next group of vehicles is accommodation for the workers, one camp wagon for the crane crew, the other camp wagon is for the breakdown gang. The Sunshine sleeper is for the Manager Special Loads, some damage wagons to be picked up will be outside the loading gauge and a “Authority to Travel” will be required to allow the wagons to travel. I did think about adding a water wagon, (1) additional water for the crane during the day and, (2) for drinking water for the workers in the camp wagons. The train would most likely spend nights at a depot station where tanks could be topped up each day before departing. Additional water for the crane could also be carried in a ship’s tank in the tarped wagon.    

The last four wagons being the breakdown wagons with equipment to assist with the recovery. These were the wagons built in December. 

Each day and during the day I see quite a bit of shunting. At the start of the day an empty wagon would be required to be placed next to the crane, once loaded, the wagon would go back in the train and a fresh wagon placed next to the crane at the next station. Wheelsets/bogies off the “S” wagon in the breakdown set may need to placed on other wagons next to the crane for recovery of a wagon that could travel if new wheels/bogies were fitted.   

Overall, something very different for the layout to reflect a unusual train not viewed all that often on the network. It has provided quite a bit of discussion with visitors to the layout. 

To view the train running on the layout, hop over to my YouTube channel.  

Trust you enjoy. 

Arthur H.

 

Bundaberg Model Train and Hobby Expo

 

Weekend of the 20^th and 21^st of March were able to attend an exhibition for the first time in 18 months. Bundaberg, was the location. 

On the way on up Friday we dropped into Harvey Bay and had a look at Merv Bagnall's layout. More details of Merv’s layout can be found in the January/February 2021 Issue of MainLine. Australasian Region MainLine (nmra.org.au) 

Saturday and Sunday was the Bundaberg Model Train and Hobby Expo. Both days I gave the club a hand assisting with their Queensland Health approved Covid-19 Plan, this was required to allow the event to be held and something none of us had been involved in before. Being posted out front, visitor attending needed to register, social distancing, and pay the entrance fee. At the same time, keeping the line of visitors moving, making it hard to chat with modellers arriving at the front door. I apologise to those to whom I appear rude or unfriendly.  Once off duty I was able to catch up with some inside, some I know, others I didn’t. Some I missed, sorry, hope were can catch up soon. 

All up a great show that broke all previous records in a nice venue.  A lot of work went into the arrangements to obtain a Qld Health Covid-19 approval to allow the show to proceed. 

Great to see various clubs helping the host club by providing extra assistance to make the weekend possible with the additional health approval requirements.  All the exhibitors also had a role to play in this as well, cleaning the fence in front of their display. The photos are only an overview and is not all of the layout/displays at the show.  

Last year the show was cancelled at short notice due to the lockdown costing the club a truck load of cash that couldn't be refunded. 

And Yes, with 10 Traders  present, I did come home with less cash in the pocket and more MR parts for more projects for Westgate. 

We were able to have a quick look around town, port, beaches and stock up on Bundaberg Ginger Beer and Sarsaparilla. Wet weather was coming in, lots more to see, next time.  

Monday returning home we had a quick look at Maryborough, the day was to wet for photos, and heading home sounded much better. We had already passed a head on smash at Tiaro in heavy rain.

Merv's Layout - Braidwood Division. HO -NSWR 

 Stannumvale - Queensland Railways HOn42

Walloon - Queensland Railways, HOn42

 

Wallaville - A local Sugar Tramway, HOn2.5

https://www.zelmeroz.com/album_model/ngdu/22_wallaville

Moxon Road - Queensland Railways S scale.

Other Layout, Various Scales 

On the edge of town we came across to Road to Tramway cane loader.

Hats off to the Bundy crew for a great show, very much appreciated. 

Enjoy, 

Arthur.